N2804P

HISTORY OF FLIGHTOn June 7, 2014, about 0700 mountain daylight time, an experimental light sport North Wing Apache Sport, N2804P, collided with terrain following takeoff from Polson Airport, Polson, Montana. The weight-shift-control trike was registered to a private party and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. The private pilot sustained fatal injuries. The aircraft was destroyed during the accident sequence. The local flight departed Polson about 0658. Visual meteorological conditions prevailed, and no flight plan had been filed.

The owner of the trike stated that it was originally equipped with a Mustang III 19 meter wing, which he had determined was larger than needed. Therefore, he ordered a 15-meter wing, which was scheduled to arrive in 8 weeks. The accident pilot owned a similarly equipped trike with floats, and asked the owner if he could use the 19-meter wing, and in the interim give him his 16-meter wing to use while he waited for the 15-meter wing to arrive. The owner agreed, and the day before the accident, the pilot flew the trike for about 20 to 30 minutes with the original 19-meter wing installed.

Later that night, after dinner, they both spent the evening in the hangar assembling and attaching the 16-meter wing, completing the installation by 2300. They reviewed the installation, and the pilot said he would test fly the trike in the morning, cautiously takeoff, and fly low over the runway while ascertaining the handling characteristics. If it could be controlled safely, he would then continue the climb and perform practice maneuvers.

The owner observed the takeoff on the morning of the accident, reporting that the trike rotated from runway 36, and then climbed in a controlled manner. The climb progressed as the trike began turning left, and then left again onto a left downwind leg. When it reached midfield, it turned left and crossed over the runway heading east over the fairgrounds. He felt that the trike was performing as expected, and appeared to be under control.

A short time later, it began a steep 360-degree turn. The owner was initially not concerned because the pilot had a habit of performing tight descending turns. The pilot also stated that he had lots of experience flying the wing, and was able to "just corkscrew [the wing] down to the ground."

The turn continued, progressing into a "corkscrew" descent. The owner began to become concerned, and was hoping to see the ballistic recovery parachute deploy but it did not, and the aircraft disappeared out of his view. He estimated the aircraft made between 6-8 revolutions during the descent. He surmised that there was plenty of time and altitude to pull the ballistic recovery parachute, and he could not work out why the pilot didn't do so.

Another witness, located in a recreational vehicle park adjoining the east side of the airport, observed an "ultralight" aircraft flying from the direction of the airport at an altitude that seemed appropriate based on his prior observations of departing aircraft. He initially thought it was his friend flying, and waved to him. He observed the pilot's arm moving, and assumed that he was waving back. The aircraft continued, and then initiated a steep and rapid banking turn, which quickly progressed into a spin. The aircraft continued spiraling until it descended and out of his view. Another witness, located in a boatyard east of the runway recounted similar observations, reporting that the initial turn was so aggressive that he could see the complete profile of the aircraft; he surmised that the bank angle was between 45 and 60 degrees, and that the engine was operating a high power setting throughout. He continued to watch as the turn transitioned into a spiraling descent, with the engine still operating. It passed out of his view behind a trailer, and as he ran towards the location he heard a thud.

None of the witness observed the ballistic recovery parachute deploying.

The aircraft came to rest in the northwest corner of a recreational vehicle park, about 1,800 ft east of the runway midfield position. The debris field was about 30 ft long, with the first point of impact consisting of a 1 ft wide excavation in the grass, followed 15 ft further downrange by a 4 ft wide by 10 ft long soil excavation. Fragmented fuselage components along with the nose wheel assembly were distributed to the main wreckage. The trike came to rest inverted, and partially covered by the wing, which was upright. The pilot had become ejected from the wreckage, and was located adjacent to the wing. His helmet, which was a Lynx Avionics Micro model, was located intact and unbuckled, just beyond the main debris field. AIRCRAFT INFORMATIONConstruction of the trike, serial number JENSEN761944, was completed in September 2005, and in January 2008, it was issued a special airworthiness certificate as an experimental operating light-sport weight-shift-control aircraft. The basis for issuance was for an existing aircraft without an airworthiness certificate that did not meet the criteria for Federal Aviation Regulations Part 103.1. At the time of the application, the owner reported a total airframe flight time of 72 hours.

It had originally been equipped with a Rotax 503 UL DCDI, 50-horsepower, 2-cylinder, 2-stroke engine. Five months and 6.25 flight hours after issuance of the certificate, the engine was removed and replaced with a Rotax 912 UL, 80-horsepower, 4-cylinder, 4-stroke engine, serial number 4407754. The logbook indicated that the trike then underwent a series of Phase 1 flight tests, totaling 5.8 hours. The logbook documented a new gross weight of 1,097 pounds, with an empty weight of 512 pounds, and that a North Wing MP 17 was being utilized.

On April 26, 2012, a North Wing GT5 wing was installed, and on October 4, 2013, a North Wing Mustang III 19 meter wing was installed at the same time the trike underwent its last annual inspection. The wing was then replaced by a North Wing GT5 wing on November 15, 2013, after which the trike underwent a series of Phase 1 flight tests totaling 5.1 hours. As of the annual inspection, the trike's total flight time since issuance of its airworthiness certificate was about 90 hours. AIRPORT INFORMATIONConstruction of the trike, serial number JENSEN761944, was completed in September 2005, and in January 2008, it was issued a special airworthiness certificate as an experimental operating light-sport weight-shift-control aircraft. The basis for issuance was for an existing aircraft without an airworthiness certificate that did not meet the criteria for Federal Aviation Regulations Part 103.1. At the time of the application, the owner reported a total airframe flight time of 72 hours.

It had originally been equipped with a Rotax 503 UL DCDI, 50-horsepower, 2-cylinder, 2-stroke engine. Five months and 6.25 flight hours after issuance of the certificate, the engine was removed and replaced with a Rotax 912 UL, 80-horsepower, 4-cylinder, 4-stroke engine, serial number 4407754. The logbook indicated that the trike then underwent a series of Phase 1 flight tests, totaling 5.8 hours. The logbook documented a new gross weight of 1,097 pounds, with an empty weight of 512 pounds, and that a North Wing MP 17 was being utilized.

On April 26, 2012, a North Wing GT5 wing was installed, and on October 4, 2013, a North Wing Mustang III 19 meter wing was installed at the same time the trike underwent its last annual inspection. The wing was then replaced by a North Wing GT5 wing on November 15, 2013, after which the trike underwent a series of Phase 1 flight tests totaling 5.1 hours. As of the annual inspection, the trike's total flight time since issuance of its airworthiness certificate was about 90 hours. MEDICAL AND PATHOLOGICAL INFORMATIONThe 62-year-old male pilot was issued a private pilot certificate with ratings for airplane single-engine land in 1973, which he upgraded to a multiengine rating in 1983. He reported 975 total flight hours as of his last medical examination, on December 23, 2009. At that time he was 67 inches tall and weighed 191 lbs. A flight logbook for the pilot was not located; however, the trike's owner stated that the pilot had been flying weight-shift aircraft for many years.

Review of the pilot's prior medical certificate applications revealed a history of high blood pressure, and in 2004 he had been diagnosed with coronary artery disease, which required the placement of a stent.

In 2009, the pilot reported medications including aspirin, enalapril, hydrochlorothiazide, and atorvastatin, and subsequently his certificate was initially deferred. After a review of personal medical records he was issued a third-class special issuance medical certificate, limited by the need to have glasses available for near vision. It was marked, "Not valid for any class after 12/31/2011." FAA regulations do not require a current medical certificate to operate light sport aircraft, as long the most recent medical certificate has not been suspended or revoked.

According to the FAA medical review, the pilot passed a stress thallium test in 2009 and an exercise stress test in 2010; since the pilot did not renew his medical certificate, there is no further clinical information regarding his coronary artery disease.

Enalapril is a prescription medication used to treat high blood pressure. Hydrochlorothiazide is a mild diuretic used to treat high blood pressure and conditions that cause fluid retention, and atorvastatin is a cholesterol lowering agent.

Autopsy

An autopsy was performed by the Forensic Science Division, Department of Justice, State of Montana. According to the autopsy report, the cause of death was blunt force injuries and the manner of death was accident.

In addition, the pathologist noted abnormalities of the heart. The posterior descending coronary artery was supplied by the right coronary artery and a stent was identif...